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A biofuel is a type of fuel whose energy is derived from biological carbon fixation. Biofuels include fuels derived from biomass conversion, as well as solid biomass, liquid fuels and various biogases. Biofuels are gaining increased public and scientific attention, driven by factors such as oil price hikes and the need for increased energy security. However, according to the European Environment Agency, biofuels address global warming concerns only in specific cases.
Bioethanol is an alcohol made by fermentation, mostly from carbohydrates produced in sugar or starch crops such as corn or sugarcane. Cellulosic biomass, derived from non-food sources, such as trees and grasses, is also being developed as a feedstock for ethanol production. Ethanol can be used as a fuel for vehicles in its pure form, but it is usually used as a gasoline additive to increase octane and improve vehicle emissions. Bioethanol is widely used in the USA and in Brazil. Current plant design does not provide for converting the lignin portion of plant raw materials to fuel components by fermentation.
Biodiesel is made from vegetable oils and animal fats. Biodiesel can be used as a fuel for vehicles in its pure form, but it is usually used as a diesel additive to reduce levels of particulates, carbon monoxide, and hydrocarbons from diesel-powered vehicles. Biodiesel is produced from oils or fats using transesterification and is the most common biofuel in Europe.
In 2010, worldwide biofuel production reached 105 billion liters (28 billion gallons US), up 17% from 2009, and biofuels provided 2.7% of the world's fuels for road transport, a contribution largely made up of ethanol and biodiesel. Global ethanol fuel production reached 86 billion liters (23 billion gallons US) in 2010, with the United States and Brazil as the world's top producers, accounting together for 90% of global production. The world's largest biodiesel producer is the European Union, accounting for 53% of all biodiesel production in 2010. As of 2011, mandates for blending biofuels exist in 31 countries at the national level and in 29 states or provinces. According to the International Energy Agency, biofuels have the potential to meet more than a quarter of world demand for transportation fuels by 2050.
Most transportation fuels are liquids, because vehicles usually require high energy density, as occurs in liquids and solids. High power density can be provided most inexpensively by an internal combustion engine; these engines require clean-burning fuels, to keep the engine clean and minimize air pollution.
The fuels that are easiest to burn cleanly are typically liquids and gases. Thus, liquids (and gases that can be stored in liquid form) meet the requirements of being both portable and clean-burning. Also, liquids and gases can be pumped, which means handling is easily mechanized, and thus less laborious.
'First-generation' or conventional biofuels are made from sugar, starch, or vegetable oil.
Biologically produced alcohols, most commonly ethanol, and less commonly propanol and butanol, are produced by the action of microorganisms and enzymes through the fermentation of sugars or starches (easiest), or cellulose (which is more difficult). Biobutanol (also called biogasoline) is often claimed to provide a direct replacement for gasoline, because it can be used directly in a gasoline engine (in a similar way to biodiesel in diesel engines).
Ethanol fuel is the most common biofuel worldwide, particularly in Brazil. Alcohol fuels are produced by fermentation of sugars derived from wheat, corn, sugar beets, sugar cane, molasses and any sugar or starch from which alcoholic beverages can be made (such as potato and fruit waste, etc.). The ethanol production methods used are enzyme digestion (to release sugars from stored starches), fermentation of the sugars, distillation and drying. The distillation process requires significant energy input for heat (often unsustainable natural gas fossil fuel, but cellulosic biomass such as bagasse, the waste left after sugar cane is pressed to extract its juice, can also be used more sustainably).
Ethanol can be used in petrol engines as a replacement for gasoline; it can be mixed with gasoline to any percentage. Most existing car petrol engines can run on blends of up to 15% bioethanol with petroleum/gasoline. Ethanol has a smaller energy density than that of gasoline; this means it takes more fuel (volume and mass) to produce the same amount of work. An advantage of ethanol (CH3CH2OH) is that it has a higher octane rating than ethanol-free gasoline available at roadside gas stations, which allows an increase of an engine's compression ratio for increased thermal efficiency. In high-altitude (thin air) locations, some states mandate a mix of gasoline and ethanol as a winter oxidizer to reduce atmospheric pollution emissions.
Ethanol is also used to fuel bioethanol fireplaces. As they do not require a chimney and are "flueless", bioethanol fires are extremely useful for newly built homes and apartments without a flue. The downside to these fireplaces is their heat output is slightly less than electric heat or gas fires.
In the current corn-to-ethanol production model in the United States, considering the total energy consumed by farm equipment, cultivation, planting, fertilizers, pesticides, herbicides, and fungicides made from petroleum, irrigation systems, harvesting, transport of feedstock to processing plants, fermentation, distillation, drying, transport to fuel terminals and retail pumps, and lower ethanol fuel energy content, the net energy content value added and delivered to consumers is very small. And, the net benefit (all things considered) does little to reduce imported oil and fossil fuels required to produce the ethanol.
Although corn-to-ethanol and other food stocks have implications both in terms of world food prices and limited, yet positive, energy yield (in terms of energy delivered to customer/fossil fuels used), the technology has led to the development of cellulosic ethanol. According to a joint research agenda conducted through the US Department of Energy, the fossil energy ratios (FER) for cellulosic ethanol, corn ethanol, and gasoline are 10.3, 1.36, and 0.81, respectively.
Even dry ethanol has roughly one-third lower energy content per unit of volume compared to gasoline, so larger (therefore heavier) fuel tanks are required to travel the same distance, or more fuel stops are required. With large current unsustainable, unscalable subsidies, ethanol fuel still costs much more per distance traveled than current high gasoline prices in the United States.
Methanol is currently produced from natural gas, a nonrenewable fossil fuel. It can also be produced from biomass as biomethanol. The methanol economy is an alternative to the hydrogen economy, compared to today's hydrogen production from natural gas.
Butanol (C4H9OH) is formed by ABE fermentation (acetone, butanol, ethanol) and experimental modifications of the process show potentially high net energy gains with butanol as the only liquid product. Butanol will produce more energy and allegedly can be burned "straight" in existing gasoline engines (without modification to the engine or car), and is less corrosive and less water-soluble than ethanol, and could be distributed via existing infrastructures. DuPont and BP are working together to help develop butanol. E. coli strains have also been successfully engineered to produce butanol by hijacking their amino acid metabolism.
Biodiesel is the most common biofuel in Europe. It is produced from oils or fats using transesterification and is a liquid similar in composition to fossil/mineral diesel. Chemically, it consists mostly of fatty acid methyl (or ethyl) esters (FAMEs). Feedstocks for biodiesel include animal fats, vegetable oils, soy, rapeseed, jatropha, mahua, mustard, flax, sunflower, palm oil, hemp, field pennycress, Pongamia pinnata and algae. Pure biodiesel (B100) is the lowest-emission diesel fuel. Although liquefied petroleum gas and hydrogen have cleaner combustion, they are used to fuel much less efficient petrol engines and are not as widely available.
Biodiesel can be used in any diesel engine when mixed with mineral diesel. In some countries, manufacturers cover their diesel engines under warranty for B100 use, although Volkswagen of Germany, for example, asks drivers to check by telephone with the VW environmental services department before switching to B100. B100 may become more viscous at lower temperatures, depending on the feedstock used. In most cases, biodiesel is compatible with diesel engines from 1994 onwards, which use 'Viton' (by DuPont) synthetic rubber in their mechanical fuel injection systems.
Electronically controlled 'common rail' and 'unit injector' type systems from the late 1990s onwards may only use biodiesel blended with conventional diesel fuel. These engines have finely metered and atomized multiple-stage injection systems that are very sensitive to the viscosity of the fuel. Many current-generation diesel engines are made so that they can run on B100 without altering the engine itself, although this depends on the fuel rail design. Since biodiesel is an effective solvent and cleans residues deposited by mineral diesel, engine filters may need to be replaced more often, as the biofuel dissolves old deposits in the fuel tank and pipes. It also effectively cleans the engine combustion chamber of carbon deposits, helping to maintain efficiency. In many European countries, a 5% biodiesel blend is widely used and is available at thousands of gas stations. Biodiesel is also an oxygenated fuel, meaning it contains a reduced amount of carbon and higher hydrogen and oxygen content than fossil diesel. This improves the combustion of biodiesel and reduces the particulate emissions from unburnt carbon.
Biodiesel is also safe to handle and transport because it is as biodegradable as sugar, one-tenth as toxic as table salt, and has a high flash point of about 300°F (148°C) compared to petroleum diesel fuel, which has a flash point of 125°F (52°C).
In the USA, more than 80% of commercial trucks and city buses run on diesel. The emerging US biodiesel market is estimated to have grown 200% from 2004 to 2005. "By the end of 2006 biodiesel production was estimated to increase fourfold [from 2004] to more than" 1 billion US gallons (3,800,000 m3).
Green diesel is produced through hydrocracking biological oil feedstocks, such as vegetable oils and animal fats. Hydrocracking is a refinery method that uses elevated temperatures and pressure in the presence of a catalyst to break down larger molecules, such as those found in vegetable oils, into shorter hydrocarbon chains used in diesel engines. It may also be called renewable diesel, hydrotreated vegetable oil or hydrogen-derived renewable diesel. Green diesel has the same chemical properties as petroleum-based diesel. It does not require new engines, pipelines or infrastructure to distribute and use, but has not been produced at a cost that is competitive with petroleum. Gasoline versions are also being developed. Green diesel is being developed in Louisiana and Singapore by ConocoPhillips, Neste Oil, Valero, Dynamic Fuels, and Honeywell UOP.
Straight unmodified edible vegetable oil is generally not used as fuel, but lower-quality oil can and has been used for this purpose. Used vegetable oil is increasingly being processed into biodiesel, or (more rarely) cleaned of water and particulates and used as a fuel.
Also here, as with 100% biodiesel (B100), to ensure the fuel injectors atomize the vegetable oil in the correct pattern for efficient combustion, vegetable oil fuel must be heated to reduce its viscosity to that of diesel, either by electric coils or heat exchangers. This is easier in warm or temperate climates. Big corporations like MAN B&W Diesel, Wärtsilä, and Deutz AG, as well as a number of smaller companies, such as Elsbett, offer engines that are compatible with straight vegetable oil, without the need for after-market modifications.
Vegetable oil can also be used in many older diesel engines that do not use common rail or unit injection electronic diesel injection systems. Due to the design of the combustion chambers in indirect injection engines, these are the best engines for use with vegetable oil. This system allows the relatively larger oil molecules more time to burn. Some older engines, especially Mercedes, are driven experimentally by enthusiasts without any conversion, a handful of drivers have experienced limited success with earlier pre-"Pumpe Duse" VW TDI engines and other similar engines with direct injection. Several companies, such as Elsbett or Wolf, have developed professional conversion kits and successfully installed hundreds of them over the last decades.
Oils and fats can be hydrogenated to give a diesel substitute. The resulting product is a straight-chain hydrocarbon with a high cetane number, low in aromatics and sulfur and does not contain oxygen. Hydrogenated oils can be blended with diesel in all proportions. They have several advantages over biodiesel, including good performance at low temperatures, no storage stability problems and no susceptibility to microbial attack.
Bioethers (also referred to as fuel ethers or oxygenated fuels) are cost-effective compounds that act as octane rating enhancers. They also enhance engine performance, whilst significantly reducing engine wear and toxic exhaust emissions. Greatly reducing the amount of ground-level ozone, they contribute to air quality.
Biogas is methane produced by the process of anaerobic digestion of organic material by anaerobes. It can be produced either from biodegradable waste materials or by the use of energy crops fed into anaerobic digesters to supplement gas yields. The solid byproduct, digestate, can be used as a biofuel or a fertilizer.
Syngas, a mixture of carbon monoxide, hydrogen and other hydrocarbons, is produced by partial combustion of biomass, that is, combustion with an amount of oxygen that is not sufficient to convert the biomass completely to carbon dioxide and water. Before partial combustion, the biomass is dried, and sometimes pyrolysed. The resulting gas mixture, syngas, is more efficient than direct combustion of the original biofuel; more of the energy contained in the fuel is extracted.
When raw biomass is already in a suitable form (such as firewood), it can burn directly in a stove or furnace to provide heat or raise steam. When raw biomass is in an inconvenient form (such as sawdust, wood chips, grass, urban waste wood, agricultural residues), the typical process is to densify the biomass. This process includes grinding the raw biomass to an appropriate particulate size (known as hogfuel), which, depending on the densification type, can be from 1 to 3 cm (0 to 1 in), which is then concentrated into a fuel product. The current processes produce wood pellets, cubes, or pucks. The pellet process is most common in Europe, and is typically a pure wood product. The other types of densification are larger in size compared to a pellet, and are compatible with a broad range of input feedstocks. The resulting densified fuel is easier to transport and feed into thermal generation systems, such as boilers.
One of the advantages of solid biomass fuel is that it is often a byproduct, residue or waste-product of other processes, such as farming, animal husbandry and forestry. In theory, this means fuel and food production do not compete for resources, although this is not always the case.
A problem with the combustion of raw biomass is that it emits considerable amounts of pollutants, such as particulates and polycyclic aromatic hydrocarbons. Even modern pellet boilers generate much more pollutants than oil or natural gas boilers. Pellets made from agricultural residues are usually worse than wood pellets, producing much larger emissions of dioxins and chlorophenols.
Notwithstanding the above noted study, numerous studies have shown biomass fuels have significantly less impact on the environment than fossil based fuels. Of note is the US Department of Energy Laboratory, operated by Midwest Research Institute Biomass Power and Conventional Fossil Systems with and without CO2 Sequestration – Comparing the Energy Balance, Greenhouse Gas Emissions and Economics Study. Power generation emits significant amounts of greenhouse gases (GHGs), mainly carbon dioxide (CO2). Sequestering CO2 from the power plant flue gas can significantly reduce the GHGs from the power plant itself, but this is not the total picture. CO2 capture and sequestration consumes additional energy, thus lowering the plant's fuel-to-electricity efficiency. To compensate for this, more fossil fuel must be procured and consumed to make up for lost capacity.
Taking this into consideration, the global warming potential (GWP), which is a combination of CO2, methane (CH4), and nitrous oxide (N2O) emissions, and energy balance of the system need to be examined using a life cycle assessment. This takes into account the upstream processes which remain constant after CO2 sequestration, as well as the steps required for additional power generation. Firing biomass instead of coal led to a 148% reduction in GWP.
A derivative of solid biofuel is biochar, which is produced by biomass pyrolysis. Biochar made from agricultural waste can substitute for wood charcoal. As wood stock becomes scarce, this alternative is gaining ground. In eastern Democratic Republic of Congo, for example, biomass briquettes are being marketed as an alternative to charcoal to protect Virunga National Park from deforestation associated with charcoal production.
Second-generation biofuels are produced from sustainable feedstock. Sustainability of a feedstock is defined, among others, by availability of the feedstock, impact on GHG emissions, and impact on biodiversity and land use. Many second-generation biofuels are under development such as Cellulosic ethanol, Algae fuel., biohydrogen, biomethanol, DMF, BioDME, Fischer-Tropsch diesel, biohydrogen diesel, mixed alcohols and wood diesel.
Cellulosic ethanol production uses nonfood crops or inedible waste products and does not divert food away from the animal or human food chain. Lignocellulose is the "woody" structural material of plants. This feedstock is abundant and diverse, and in some cases (like citrus peels or sawdust) it is in itself a significant disposal problem.
Producing ethanol from cellulose is a difficult technical problem to solve. In nature, ruminant livestock (such as cattle) eat grass and then use slow enzymatic digestive processes to break it into glucose (sugar). In cellulosic ethanol laboratories, various experimental processes are being developed to do the same thing, and then the sugars released can be fermented to make ethanol fuel. In 2009, scientists reported developing, using "synthetic biology", "15 new highly stable fungal enzyme catalysts that efficiently break down cellulose into sugars at high temperatures", adding to the 10 previously known. The use of high temperatures has been identified as an important factor in improving the overall economic feasibility of the biofuel industry and the identification of enzymes that are stable and can operate efficiently at extreme temperatures is an area of active research. In addition, research conducted at Delft University of Technology by Jack Pronk has shown that elephant yeast, when slightly modified, can also produce ethanol from inedible ground sources (e.g. straw).
The recent discovery of the fungus Gliocladium roseum points toward the production of so-called myco-diesel from cellulose. This organism (recently discovered in rainforests of northern Patagonia) has the unique capability of converting cellulose into medium-length hydrocarbons typically found in diesel fuel. Scientists also work on experimental recombinant DNA genetic engineering organisms that could increase biofuel potential.
Scientists working with the New Zealand company Lanzatech have developed a technology to use industrial waste gases, such as carbon monoxide from steel mills, as a feedstock for a microbial fermentation process to produce ethanol. In October 2011, Virgin Atlantic announced it was joining with Lanzatech to commission a demonstration plant in Shanghai that would produce an aviation fuel from waste gases from steel production.
Scientists working in Minnesota have developed co-cultures of Shewanella and Synechococcus that produce long-chain hydrocarbons directly from water, carbon dioxide, and sunlight. The technology has received ARPA-E funding.
There are international organizations such as IEA Bioenergy, established in 1978 by the OECD International Energy Agency (IEA), with the aim of improving cooperation and information exchange between countries that have national programs in bioenergy research, development and deployment. The UN International Biofuels Forum is formed by Brazil, China, India, Pakistan, South Africa, the United States and the European Commission. The world leaders in biofuel development and use are Brazil, the United States, France, Sweden and Germany. Russia also has 22% of world's forest, and is a big biomass (solid biofuels) supplier. In 2010, Russian pulp and paper maker, Vyborgskaya Cellulose, said they would be producing pellets that can be used in heat and electricity generation from its plant in Vyborg by the end of the year. The plant will eventually produce about 900,000 tons of pellets per year, making it the largest in the world once operational.
Biofuels currently make up 3.1% of the total road transport fuel in the UK or 1,440 million litres. By 2020, 10% of the energy used in UK road and rail transport must come from renewable sources – this is the equivalent of replacing 4.3 million tonnes of fossil oil each year. Conventional biofuels are likely to produce between 3.7 and 6.6% of the energy needed in road and rail transport, while advanced biofuels could meet up to 4.3% of the UK’s renewable transport fuel target by 2020.
There are various social, economic, environmental and technical issues with biofuel production and use, which have been discussed in the popular media and scientific journals. These include: the effect of moderating oil prices, the "food vs fuel" debate, poverty reduction potential, carbon emissions levels, sustainable biofuel production, deforestation and soil erosion, loss of biodiversity, and impact on water resources, as well as energy balance and efficiency. The International Resource Panel, which provides independent scientific assessments and expert advice on a variety of resource-related themes, assessed the issues relating to biofuel use in its first report, Towards sustainable production and use of resources: Assessing Biofuels. The report outlined the wider and interrelated factors that need to be considered when deciding on the relative merits of pursuing one biofuel over another. It concluded not all biofuels perform equally in terms of their impact on climate, energy security, and ecosystems, and suggested environmental and social impacts need to be assessed throughout the entire life-cycle.
Although many current issues are noted with biofuel production and use, the development of new biofuel crops and second-generation biofuels attempts to circumvent these issues. Many scientists and researchers are working to develop biofuel crops that require less land and use fewer resources, such as water, than current biofuel crops do. According to the journal Renewable fuels from algae: An answer to debatable land based fuels, algae are a source for biofuels that could use currently unprofitable land and wastewater from different industries. Algae are able to grow in wastewater, which does not affect the land or freshwater needed to produce current food and fuel crops. Furthermore, algae are not part of the human food chain, so do not take away food resources from humans.
The effects of the biofuel industry on food are still being debated. According to a recent study, biofuel production accounted for 3-30% of the increase in food prices in 2008. A recent study for the International Centre for Trade and Sustainable Development shows market-driven expansion of ethanol in the US increased corn prices by 21% in 2009, in comparison with what prices would have been had ethanol production been frozen at 2004 levels. This has prompted researchers to develop biofuel crops and technologies that will reduce the impact of the growing biofuel industry on food production and cost.
One step to overcoming these issues is developing biofuel crops best suited to each region of the world. If each region used a specific biofuel crop, the need to use fossil fuels to transport the fuel to other places for processing and consumption will be diminished. Furthermore, certain areas of the globe are unsuitable for producing crops that require large amounts of water and nutrient-rich soil. Therefore, current biofuel crops, such as corn, are unpractical in different environments and regions of the globe.
In 2012, the United States House Committee on Armed Services put language into the 2013 National Defense Authorization Act that would prevent the Pentagon from purchasing biofuels that offered improved performance for combat aircraft.
Research is ongoing into finding more suitable biofuel crops and improving the oil yields of these crops. Using the current yields, vast amounts of land and fresh water would be needed to produce enough oil to completely replace fossil fuel usage. It would require twice the land area of the US to be devoted to soybean production, or two-thirds to be devoted to rapeseed production, to meet current US heating and transportation needs.
Specially bred mustard varieties can produce reasonably high oil yields and are very useful in crop rotation with cereals, and have the added benefit that the meal leftover after the oil has been pressed out can act as an effective and biodegradable pesticide.
The NFESC, with Santa Barbara-based Biodiesel Industries, is working to develop biofuels technologies for the US navy and military, one of the largest diesel fuel users in the world. A group of Spanish developers working for a company called Ecofasa announced a new biofuel made from trash. The fuel is created from general urban waste which is treated by bacteria to produce fatty acids, which can be used to make biofuels.
As the primary source of biofuels in North America, many organizations are conducting research in the area of ethanol production. The National Corn-to-Ethanol Research Center (NCERC) is a research division of Southern Illinois University Edwardsville dedicated solely to ethanol-based biofuel research projects. On the federal level, the USDA conducts a large amount of research regarding ethanol production in the United States. Much of this research is targeted toward the effect of ethanol production on domestic food markets. A division of the U.S. Department of Energy, the National Renewable Energy Laboratory (NREL), has also conducted various ethanol research projects, mainly in the area of cellulosic ethanol.
From 1978 to 1996, the US NREL experimented with using algae as a biofuels source in the "Aquatic Species Program". A self-published article by Michael Briggs, at the UNH Biofuels Group, offers estimates for the realistic replacement of all vehicular fuel with biofuels by using algae that have a natural oil content greater than 50%, which Briggs suggests can be grown on algae ponds at wastewater treatment plants. This oil-rich algae can then be extracted from the system and processed into biofuels, with the dried remainder further reprocessed to create ethanol. The production of algae to harvest oil for biofuels has not yet been undertaken on a commercial scale, but feasibility studies have been conducted to arrive at the above yield estimate. In addition to its projected high yield, algaculture — unlike crop-based biofuels — does not entail a decrease in food production, since it requires neither farmland nor fresh water. Many companies are pursuing algae bioreactors for various purposes, including scaling up biofuels production to commercial levels. Prof. Rodrigo E. Teixeira from the University of Alabama in Huntsville demonstrated the extraction of biofuels lipids from wet algae using a simple and economical reaction in ionic liquids.
Several groups in various sectors are conducting research on Jatropha curcas, a poisonous shrub-like tree that produces seeds considered by many to be a viable source of biofuels feedstock oil. Much of this research focuses on improving the overall per acre oil yield of Jatropha through advancements in genetics, soil science, and horticultural practices.
SG Biofuels, a San Diego-based jatropha developer, has used molecular breeding and biotechnology to produce elite hybrid seeds that show significant yield improvements over first-generation varieties. SG Biofuels also claims additional benefits have arisen from such strains, including improved flowering synchronicity, higher resistance to pests and diseases, and increased cold-weather tolerance.
Plant Research International, a department of the Wageningen University and Research Centre in the Netherlands, maintains an ongoing Jatropha Evaluation Project that examines the feasibility of large-scale jatropha cultivation through field and laboratory experiments. The Center for Sustainable Energy Farming (CfSEF) is a Los Angeles-based nonprofit research organization dedicated to jatropha research in the areas of plant science, agronomy, and horticulture. Successful exploration of these disciplines is projected to increase jatropha farm production yields by 200-300% in the next 10 years.
A group at the Russian Academy of Sciences in Moscow, in a 2008 paper, stated they had isolated large amounts of lipids from single-celled fungi and turned it into biofuels in an economically efficient manner. More research on this fungal species, Cunninghamella japonica, and others, is likely to appear in the near future. The recent discovery of a variant of the fungus Gliocladium roseum points toward the production of so-called myco-diesel from cellulose. This organism was recently discovered in the rainforests of northern Patagonia, and has the unique capability of converting cellulose into medium-length hydrocarbons typically found in diesel fuel.
According to Britain's National Non-Food Crops Centre, total net savings from using first-generation biodiesel as a transport fuel range from 25-82% (depending on the feedstock used), compared to diesel derived from crude oil. Nobel Laureate Paul Crutzen, however, finds that the emissions of nitrous oxide due to nitrate fertilisers is seriously underestimated, and tips the balance such that most biofuels produce more greenhouse gases than the fossil fuels they replace. Producing lignocellulosic biofuels offers potentially greater greenhouse gas emissions savings than those obtained by first-generation biofuels. Lignocellulosic biofuels are predicted by oil industry body CONCAWE  to reduce greenhouse gas emissions by around 90% when compared with fossil petroleum, in contrast first generation biofuels were found to offer savings of 20-70%[not in citation given]
Some scientists have expressed concerns about land-use change in response to greater demand for crops to use for biofuel and the subsequent carbon emissions. The payback period, that is, the time it will take biofuels to pay back the carbon debt they acquire due to land-use change, has been estimated to be between 100 and 1000 years, depending on the specific instance and location of land-use change. However, no-till practices combined with cover-crop practices can reduce the payback period to three years for grassland conversion and 14 years for forest conversion. Biofuels made from waste biomass or from biomass grown on abandoned agricultural lands incur little to no carbon debt.
Biomass planting mandated by law (as in European Union) is causing concerns over raising food prices and actual emissions reductions, as large quantities of biomass are being transported to the EU from Africa, Asia, and the Americas (Canada, USA, Brazil). For example in Poland, as much as 85% of biomass used is imported from outside of the EU, with a single electric plant in Łódź importing over 7000 tons of wood biomass from the Republic of Komi (Russia) over distance of 7000 kilometers on monthly basis.